Combined primer and gas mixer



Feb, 8,1927. 1,616,534

' 3 -F. KREISEL COMBINED PRIMER AND GASMIXER Filed April 14, 1924 I/VVEA/TOE 7 Fred Mus/56X Patented Feb. 8, 1927.

FRED KBEISEL, or an, M IssoUnI.

COMBINED PRIMER nivp 'ensivxrxnn.

Application filed April 14, 1'324. sans in. 706,458.

One object of my invention is to provide a combined primer andgas mixing device whereby all the cylindersof-a multiple cylinder engine may be primed at one time, and

5 at the same time the priming liquid maybe as finely'divided as possible on enteringlthe cylinder.

Another object ofmy invention is to pro vide means whereby additional air maybe admitted to the cylinders at the will of the operator. V

- An'other'ob'ject of my invention is to provide means for more thoroughly and completely mixing the gas and air at the point of ingress to the cylinder. 1

A still further object of my invention is to provide for the more thorough and complete mixing of the fuel and air before its ingress to the cylinders, V Other objects and advantages of my improved primer and 'mixer'will appear in the following description and claim of novelty. l

Referring to the drawings:

Fig. 1 is a side elevation of an engine equipped with my device, having the intake manifoldbroken away.

. Fig. 2 is a longitudinal section of an in take manifold with my device installed.

Fig. 3 is a plan view 'of the priming device at the point adjoining'the cylinder.

I One objection to the ordinary priming cu'psis the fact that theliquid for priming flows-intothe'cylinderin an entirely raw state'andF'more or less in the form 'of drops or large globules and in this form the liquid tends to cling to'the'cylinder walls or leech. into the crankcase.

To avoid this objection I have provided 40 means of introducing additional air with the liquid and provided with an obstruction in the cylinder port that will tend to break up the liquid into a fine spray and more thoroughly mix it with the incoming air. 7

. It is a well known that air admitted through the intake manifold at a point between the carburetor and the cylinders tends to lean the mixture and furnish more complete combustion. V p

The objection to the admission of air as described is that it causes considerable acceleration in the speed of the motor which prevents low idling speeds. To avoid thisobjection I have provided for dash board control so that the amount of air admit-ted can be controlled by the operator by means of a convenient adjusting lever passin through.

the-dash of the car. 1

Another objection to admitting air to the cylinders at a point beyond the carburetor is that'becaus'eof the shorter distance froin'the point where the "air is admitted than from the carburetor, the natural suction of the engine draws more freely on the auxiliary air than from the carburetor, thatis less air 'pas'sest hron hrhe carburetor than normally and, conse uently, the "auxiliary air admitte'd is "not thoroughly mixed with the charge from the carburetor. mixture morethoroughancl complete, I have provided means for retarding the inflow of gases into the cylinders. and have created a into the cylinder.

In order to inake this ertic'al movement at the point of entrance huretor fails to do so, by admitting'it autom'atically when the'engine is started, and.

ma be manuall 'shntorf. N

In Fig. 1, I show a fotir'cylinder engine cquippedwith my attachment. A priming funnel/1 is equipped with a butterfly iva-lve i at "2, having an operative lever farm 3 connected by inean'sof a rod 'kada'pted-to be passed in through the dash 5, where the valve is normally held open by means of a helical springd'o'ne'end of the spring abutting against the dash 5 and the other 'end against the head of the rod/t. When 'it is desired to close the valve, the rod is pressed outward 'tocornp'ress the spring. The valve is in opencoinmunication witha conduit '7 disposed in "close contact with the longitudinal exterior of the exhaust manifold. Each end of the conduit 7 is in open communication with an annular metal gasket or insert 8, adapted to form an air-tight joint between the. end of theintake manifold and the intake ports of the cylinder block. lVithin said annular gasket, disposed vertical to its longitudinal axis, is disposed a closely coiled concentric spring 9, as shown in Fig. 2, the end of the major coil 10 Fig. 3 being rigidly-attached to the inner periphery of the annular gasket and the end of the minor coil 11 is left free to vibrate at the center of theconcentrically'coiled spring 9.

It is readily apparent that when it becomes necessary to prime an engine to start it, my system greatly facilitates the operation, because it is only necessary to fill one usual method requirestlnu; either the spark plugs must be taken out of each separate cylinder, or Where primers are provided, each cylinder must be primed separately.

This often results in great inconvenience as well as loose, leaky joints. In my improved method no joints are broken, no tools are required and all cylinders are primed at once. a 7

While 'itis. conceded that heat is the only agent known that will disintegrate the molecules or. break them up into atoms, it is important thatthe fuel be as finely divided as possible by mechanical means, so that there will be more surface exposed to absorb heat and,zconsequently, it is advantageous to direct the heated air into the midst ofthe finely comminuted vapor, as I do, instead.

of applying the heated air to the surface of a istream' by means of convection or contact with the mner surfaces of an externally heated manifold.

. As the piston descends, creating a vacuum into .which the vapor rushes with great velocity through an open port, the heavier portions of the charge naturally sink to the bottom of the intake conduit and follow the piston downward, leaving, the lighter and leaner portions: of the charge in the upper portion of the cylinder, so that ignition takes place in the weakest portion of the charge and combustion or flame propagation is relatively slow. To 7 avoid this contingency and .to make combustion more complete and flame propagation more rapid,

I. utilize the kinetic energy of the inflowing gases to create a vertical movement or turbulence by the interposition of a vlbrating concentric coil against ,Which the in flowing charge strikes with considerable force, and into the midst of the vertical movement of the gases increased air is drawn in, so that a more perfectly mixed charge, thoroughly turbulent and homogeneous, results and almost complete and perfect combustion takes place at every power stroke. Complete combustion means complete absence of carbon, a smoother running motor, because the power strokes are more uniform, less vibration, because of more equal explosions, gas economy, because of more uniform and regular charges, and less crankcase dilution, because of more complete combustion. V r

The above is a full, exact and accurate description ofv my invention, and what I claim as new'and useful and desire to secure by Letters Patent is:

A combined primer and gas mixing device comprising in combination a conduit hav ing its upper end funnel-shaped and adapted to receive gases or liquids, a manually controlled. valve in said conduit adapted to open and close said conduit, said conduit being in open communication with a' sec- 0nd conduit positioned at right angles to said first conduit, its upper end turneddownwardly and in open communication with a hollow annular member adapted to be inserted between a normal intake manifold of a gas engine and the entranceports of the cylinders of said engine, a control 7 rod attached to the arm of a butterfly valve located in the said first mentioned "conduit and having the opposite end of said con-,

trol rod leading through the dash and provided. With a compression spring to hold the said valve normally in a closed position,

April, 1924:. a V V FRED KREISEL. 

